Patent GB-113235-A (GB)
Title: Improvements relating to Electro Pneumatic Braking Systems.
Inventor: TURNER WALTER VICTOR
IPC: B60T13/66
Filed: 1917-09-05
Abstract: 113,235. Turner, W. V. March 29, 1917, [Convention date]. Fluid-pressure. - To obtain rapid transmission of train-pipe pressure reduction through the length of the train in making an application of the brakes, each quick-action or local venting valve or series of valves is actuated by the current impulse from a separate fluid-pressure-actuated generator, the pressure fluid supply to each generator being opened by the current impulse from the preceding generator. The equipment shown comprises, on each car, an electro-magnetic valve 3, 4 adapted when actuated by current from the generator on the preceding car to open a relay valve 5, whereby the auxiliary reservoir 35 is connected to piston chamber 49 for actuating the electric generator 6 and to the chamber 38 for actuating the quick-action valve 39. The electric generator comprises a pair of vertically movable permanent horseshoe magnets 8, 6 and a fixed coil 8 enclosing the inner legs of the magnets and the armature 7. A piston-rod 9 with piston 10 is provided with contacts 11, 12 and a movable sleeve 13 on the rod 9 is adapted to engage a collar 15 mounted in recesses in the magnets 6. The contact 11 is adapted to connect fingers 19, 20, 21 leading to train wires 27, 23 and to the lead 24 of coil 8. Contact 12 normally connects fingers 25, 26 leading to train wire 23 and wire 28 from the valve magnet 3. The other terminals of magnet 3 and coil 8 are connected to train wire 29. In the running position, pressure fluid is supplied from the train pipe 31 past the feed groove 60 of the triple valve 1 to the valve chamber 33 and auxiliary reservoir 35 and from chamber 33 also by passage 45 to the peripheral part of the relay valve 5. thence through the restricted port 46 to the chamber 47 of this valve. Normally, the piston chamber 49 of the generator 6 is open to atmosphere through pipe 50, passage 51, valve cavity 52, and exhaust port 53. If an emergency pressure reduction is effected by the driver's valve, the triple valve on the front car is actu. ated in the usual manner so as to register a port 54 in the slide with a branch of passage 44 and thereby connect the brake cylinder with the auxiliary reservoir 35. At the same time, the passage 51 is uncovered to the valve chamber 33 and pressure fluid is thus admitted past the non-return valve 55 and passage 56 to the chamber 39 of the quick-action valve 41 which is thus opened. Pressure fluid also flows from the passage 51 to the piston chamber 49 of the electric generator 6 and moves the rod 9. The first movement of the rod 9 disconnects the contacts 25 and 26 so as to cut out the valve magnet 3 on the front car, the action which the valve would effect having been already obtained pneumatically as described. The contacts 19, 20, 21 are at the same time connected by the contact 11 so that the coil 8 of the generator is connected with the magnet 3 on the second car and is energized when the magnets 6 are moved upon further movement of the pistonrod 9. The opening of the valve 3, 4 on the second car by venting the chamber 47 lifts the relay valve 5 on this car. Pressure air from the auxiliary reservoir 35 then flows by passage 45, 51, 56 to the piston chamber 39 of the quick-action valve 41 which is thus opened. Air from the auxiliary reservoir 35 then flows by passages 45, 51, and 50 to the piston chamber 49 of the generator 6 on the second car, the current impulse from which is transferred to the third car. The actuation of the quick-action valves is thus transmitted electrically through the train. In the case of a break-in-two of the train, the action is initiated pneumatically on both cars adjacent to the break and is transmitted electrically forwardly and rearwardly as described. In the forward section, the current impulses are transmitted through the wires 27.